Yup. There was a bit of an issue because my AFR target rpm bins were at 1000 and 2000, and 1000 was set for idle ~13.8. the 50/15 test rpm was right around 1900, so I blipped down into cells that were tuned at interpolated points between 13.8 and 15.0. I tweaked the rpm bins to make sure the test rpms were in cells tuned for 15.0. Retuned, and actually had quite a few VE cells change. Went back to the emissions place, cause the operator said if I made it back before 6 with some tweaks he'd let me run a "training session" to see where I stood before taking my free retest. Well, when I got back, he and some other workers were pretty into the car, and told me "oh, it'll pass." I passed with flying colors, and I won't ask any questions. But I think I'll hit the ATM tomorrow, go back and submit to the "Tips are Appreciated" sign.

It's a small pic, but I'm not going to pay for a subscription to "Dieselnet." It has less of an effect than I thought, but you can see that NOx increases with decreased timing.

On another note, I'm pretty sure my cat wasn't fully warmed up either. NOx shouldn't have been that high, and I didn't drive it too quickly before testing. I should have taken it on the freeway for a bit. Oh well, "passed" now.

More info:
"Ignition-Advanced ignition timing will raise HC emissions at idle speed and under light load. Retarding the spark will lower HC and, in many instances, the level of NOx, even if detonation is not present. Ignition timing has no direct effect on CO but can impact it by changing the rpm of the engine and the amount of throttle angle needed to maintain idle speed. A high-energy aftermarket ignition system allows the spark plug to burn for more of the crankshafts rotation, cleaning up the level of HC. Multiple-strike systems also have a positive impact on HC production. Spark-advance curve tuning, by means of adjustable vacuum-advance units and spring kits, is essential for any drive-cycle testing."
See this article for a thorough look at emissions and things related.